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{No Model.) 2 Sh eetS Sheet 1. J. F. MOELROY.

GAR HEATING APPARATUS.

No. 471,312. Patented Mar. 22, 1892.

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2 Sheets- Sheet 2.

(N0 ModelJ J. P. MoELROY.

GAR HEATING APPARATUS.

No. 471,312. Patented Mar. .22, 1892.

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h 5. CM 2 0 w M J NITED STATES PATENT FFICE.

JAMES F. MCELROY, OF ALBANY, NEWV YORK, ASSIGNOR TO THE CONSOLI- DATED OAR HEATING COMPANY, OF SAME PLACE.

CAR-HEATING APPARATUS.

SPECIFICATION forming part of Letters Patent N 0. 471,312, dated March 22, 1892.

Application filed December 30, 1890. $erlal No. 376.299. (No model.)

To all whom it may concern:

Be it known that 1, JAMES F. MGELROY, a citizen of the United States, residing at Albany, in the county of Albany and State of New York, have invented certain new and useful Improvements in Car-Heating Apparatus, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to new and useful improvements in car-heating apparatus; and it consists in the peculiar construction of the various parts of a hot-water heating apparatus of that kind in which the water of circulation is heated by the injection of steam, and specifically in the construction of an air-inlet in the steam-supply pipe controlled by a checkvalve to prevent the withdrawal of the water of circulation into the steam-supply pipe in the event of a vacuum being formed in such supply-pipe, and, further, in the peculiar construction, arrangement, and combination of the various parts, as more fully hereinafter described.

In the drawings, Figure 1 is a perspective view of a hot-water heating apparatus embodying my improvements. Fig. 2 is an enlarged detail section of the return-bend and check-valve. Fig. 3 is a detail vertical section through the steam heater.

A is the hot-water heating-stove.

B are the circulating-pipes within the car.

0 is the expansion-drum.

D is the main steam-supply pipe or trainpipe.

E is the branch supply-pipe entering the car.

F is the overflow-pipe connected with the expansion-drum and extending through the car-floor.

G is a valve controlling the steam-supply, and H is a valve controllingthe overflow-pipe.

I is an extension of the steam supply pipe E, carrying said pipe above the water-level in the drum 0, connecting it into the returnbend J at the top. The pipe I of the pipe I extends downward and connects into the top of the heater J, in which the steam is commingled with the water and heats and circu= lates it. The steam passes out through ahosenozzle into a surrounding body of gravel, as

shown in Fig. 3, the water of circulation passing up through the bottom of the heater and out through the pipe J to the expansion-drum.

K is a check-valve placed in the steam-sup- 5 5 ply pipe opening inward.

In the use of an apparatus of this kind it has been found that when the engineer shuts off steam at the locomotive, the pipes remaining connected, the condensation of the steam in the train-pipe D causes a partial vacuum therein, and in the event of the check-valve K being defective this vacuum will draw the water from the water-circulating system into the train-pipe, where it is apt to freeze, and thus interrupt the operation of the entire system. It is evident that as the pipe IE forms one arm of a siphon, of which the pipe I is the other arm, and if the vacuum in the trainpipe is of suflicient force to carry the water down to the train-pipe, a siphon willbe formed which will empty the entire system. It therefore becomes important to provide against this contingency and prevent this siphoning out-of the water. To this end I construct the return-bend J with a side outlet L, into which is connected the pipe M, which connects at its lower. end with the overflow-pipe F. In this pipe is placed a check-valve N, which is closed by the pressure of the steam within the steam-supply pipe J; but in the event of the formation of the vacuum in that pipe the difference in pressure on the opposite sides of the check-valve will cause it to open inward and allow air to pass in from the overflowpipe, which at all times has a connection with the outside of the car. This is accomplished by so constructing the valve H that at all times there is apassage-way opening through it. It is evident that this connecting-pipe M may terminate in the car or may pass to the outside of the car, if desired; but either of these forms is objectionable, for the reason that the check-Valve N may become leaky and allow the escape of steam therefrom. By 5 connecting it into the overflow-pipe any loss of steam caused by defective valve N will be carried by the usual channel of escape for the overflow.

What I claim as my invention is- 1. In a hot-water heating apparatus adapted to be heated by theinjection of steam therein,

the combination, with the circulating-pipes, eXpansion-drn m, and overflow-pipe,of a steamsupply pipe entering said system, an air-inlet in the supply-pipe, and a check-Valve in said inlet closed by the direct pressure of the steam within said pipe and opened by atmospheric pressure passing through the overflow-pipe,

substantially as described.

2. In a hot-waterheating apparatus adapted to be heated by the injection of steam therein, the combination, with the circulating-pipes, expansio11-drnn1,and overfloW-pipe,of a steamsupply pipe enteringsaid system, a connection between said steam and overflow pipes, and a check-valve in said connection, substantially as described.

JAMES F. MGELROY.

W'itnesses:

EDWIN A. SMITH, II. J. NoDINE. 

